EP3012192A1 - Verfahren zur Ermittlung eines Zustands einer Komponente in einem Hochauftriebssystem eines Flugzeugs, Hochauftriebssystem eines Flugzeugs und Flugzeug mit solch einem Hochauftriebssystem - Google Patents

Verfahren zur Ermittlung eines Zustands einer Komponente in einem Hochauftriebssystem eines Flugzeugs, Hochauftriebssystem eines Flugzeugs und Flugzeug mit solch einem Hochauftriebssystem Download PDF

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Publication number
EP3012192A1
EP3012192A1 EP14190338.5A EP14190338A EP3012192A1 EP 3012192 A1 EP3012192 A1 EP 3012192A1 EP 14190338 A EP14190338 A EP 14190338A EP 3012192 A1 EP3012192 A1 EP 3012192A1
Authority
EP
European Patent Office
Prior art keywords
high lift
unit
coupled
power control
control unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14190338.5A
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English (en)
French (fr)
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EP3012192B1 (de
Inventor
Eugen Neb
Jan-Arend Van Bruggen
Michael Brady
Jörg Wyrembek
Olivier Criou
Jan Haserodt
Mark Heintjes
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations GmbH
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Airbus Operations GmbH
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Publication date
Application filed by Airbus Operations GmbH filed Critical Airbus Operations GmbH
Priority to EP14190338.5A priority Critical patent/EP3012192B1/de
Priority to US14/887,449 priority patent/US20160114881A1/en
Publication of EP3012192A1 publication Critical patent/EP3012192A1/de
Application granted granted Critical
Publication of EP3012192B1 publication Critical patent/EP3012192B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D45/0005—Devices specially adapted to indicate the position of a movable element of the aircraft, e.g. landing gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D45/0005—Devices specially adapted to indicate the position of a movable element of the aircraft, e.g. landing gear
    • B64D2045/001—Devices specially adapted to indicate the position of a movable element of the aircraft, e.g. landing gear for indicating symmetry of flaps deflection

Definitions

  • the invention relates to a method for determining a state of a component in a high lift system of an aircraft, a high lift system of an aircraft as well as an aircraft having such a high lift system.
  • a high lift system of an aircraft serves the purpose of lift and drag management.
  • a high lift system is often composed of a leading edge slat system and a trailing edge flap system.
  • Many flap systems in civil and military aircraft are equipped with a central drive unit, which is also known as power control unit (PCU), which drives a transmission shaft train and local mechanical actuator devices, the so-called drive stations, on corresponding flap support stations of the movable flaps.
  • PCU power control unit
  • the high lift settings are selectable by a cockpit crew through a flaps lever, through which a flap angle is selectable.
  • Such a transmission system provides a load path from the central drive unit to all actuator outputs, leading to a symmetrical deployment of all flap devices. Flap kinematics transform a rotary motion driven by the drive station into a required surface movement.
  • a high lift flap system is often controlled and monitored by control computers, the so-called flap channel of the slat flap control computers (SFCC).
  • System drive commands primarily originate from the flaps lever input.
  • the surfaces will be driven to predetermined positions (flap settings) that are laid down in the software of the respective control computer.
  • flap drive system positions are continuously fed back/monitored by a feedback position pick-off unit (FPPU) attached to the drive unit and fitted with an internal gearbox to dedicate an equivalent system angle.
  • FPPU feedback position pick-off unit
  • SPPU station position pick-off units
  • Flap attachment monitoring is useful for detecting a potentially abnormal state of a driven flap.
  • each flap is driven by two stations and the position of these two stations are monitored by two independent station position pick-off units.
  • the above-mentioned control computer may be provided with a flap skew monitoring for detecting an abnormal flap twist (skew). In case a predetermined skew threshold is exceeded, the control computer may interrupt the operation of the flap system.
  • the above-mentioned predetermined skew threshold needs to be reduced, as skew effects arising from attachment disconnections are decreased.
  • the accuracy requirements of associated sensors needs to be increased in order to maintain a certain monitoring robustness.
  • increasing the sensor accuracy results in increased development and manufacturing costs.
  • Method for determining a state of a component in a high lift system of an aircraft comprising a central power control unit for providing rotational power by means of a transmission shaft; and drive stations coupled with the power control unit and movable high lift surfaces; the method comprising the steps of acquiring in an extended position in flight at least one first position of a first position pick-off unit coupled with the component, which is mechanically coupled with one of the high lift surfaces, and which is coupled with one of the drive stations; acquiring in flight a second position of a second position pick-off unit arranged in or at the central power control unit in the extended position; determining a deviation between a first measure based on the first position and a corresponding second measure based on the second position in the extended position; determining, whether the deviation exceeds a predetermined threshold; and generating a signal indicating an abnormal state of the component in case the deviation exceeds the predetermined threshold.
  • the method according to the invention provides the ability to determine a state of a component in the previously described high lift system.
  • the state of the component may be differentiated between "fully operative" or "faulty".
  • the method according to the invention is able to at least provide a feedback whether the respective component may be operated without causing mechanical damages to the component itself or to associated components, such as drive stations or the such.
  • the signal generated by the method may be used for interrupting the operation of at least a part of the high lift system that includes the faulty component.
  • the component may be one of a high lift surface itself, a transmission system, a drive station or any component integrated in the drive station or coupled with the drive station, such as a lever or a chain of levers, wherein in the context of the high lift system mentioned above a high lift surface is driven by two drive stations, which are arranged at a distance to each other.
  • the high lift surface comprises two edges that each comprise a section mechanically coupled with a single drive station each.
  • the positions acquired by the first position pick-off unit and the second position pick-off unit may preferably be rotational positions under use of rotational sensors. However, also distance information may be acquired through the use of different sensors.
  • a core of the invention lies in acquiring a position by a first (station) position pick-off unit in an extended position and pairing it with the position acquired by a second position pick-off unit attached to the power control unit located at an opposite end of a kinematical chain to the high lift surface of interest.
  • the second position pick-off unit delivers a value which corresponds to a commanded extension position.
  • the position of the high lift surface differs at least in one drive station. If the difference between the commanded position and the actual position of the high lift surface exceeds a threshold it is concluded that a failure occurred.
  • the measured positions are clearly larger than a difference between positions of two drive stations at a high lift surface in a common skew measurement operation. Due to the resulting increase in magnitude, the required sensor accuracy may be lower than required for simply measuring the twist alone.
  • acquiring the first position and the second position are done concurrently. However, it may also be conducted subsequently.
  • the measure based on the first or the second position may be realized by different parameters.
  • a position delivered by the first position pick-off unit may be measured by the number of rotations, which have been accomplished by the first position pick-off unit. It may be transformed into an extension distance, into an extension fraction or into a position difference based on the position of the first drive station and another component.
  • the measure based on the second position may be realized by the same parameter as the measure based on the first position.
  • extension distances or a number of rotations are to be compared. It goes without saying that any gear ratio between the power control unit and the respective drive station has to be considered in this case, such that the measures based on the first and the second position are comparable.
  • different filters and algorithms may be used for the measurements, such as searching for a maximum, minimum or mean value during or within a certain time.
  • an electronic calibration may be introduced in addition.
  • the control unit determines the characteristics of the system by measuring each station position pick-off unit at given flap positions. Such a calibration run may be performed automatically once on ground or in flight. Stored values may be used during the above method and eliminates system build tolerances (systematic errors).
  • Comparing the method according to the invention with common methods reveals at least the following advantages.
  • Using the proposed method enables the use of standard sensor accuracies, which leads to economization of development costs, time and risk when introducing new sensor technology.
  • the method according to the invention leads to a significant improvement of monitor robustness avoiding nuisance monitor tripping.
  • a disconnect failure may also be dedicated to a specific station without additional checks and in case of at least one embodiment, one SPPU sensor is sufficient for detecting disconnects at a specific station.
  • the method according to the invention provides an excellent way in monitoring a component in a high lift system of an aircraft without requiring excessively accurate sensors.
  • the threshold could be determined as a fixed value or as a function of speed, flight phase, altitude, flap configuration or spoiler position.
  • the first position pick-off unit is arranged at or integrated into a drive station. This means, that the first position pick-off unit may be directly coupled with a shaft, a nut, a joint or any other rotating component driven by the transmission shaft.
  • the measure based on the first position is proportional to the first position and the measure based on the second position is proportional to the second position.
  • the measured positions are directly fed back into comparing the states during the flight.
  • the state of the relevant component may be determined based on measuring the positions of only one station of the high lift surface alone.
  • the measure based on the second position is multiplied with a correction factor depending on a gear ratio between the power control unit and the actuator drive station.
  • the measured first and second positions may be realized by rotational positions.
  • the PCU drives the transmission shaft, which in turn drives drive stations coupled with high lift surfaces, wherein a kinematical chain between the PCU and a driven element at a drive station comprises a certain gear ratio, i.e. the rotational speed of the driven element may exemplarily be lower than the rotational speed of the PCU due to the gear ratio.
  • the correction factor may be equal to a reciprocal of the gear ratio, in order to directly compare the numbers of rotations of a PCU shaft, multiplied with the correction factor, with the number of rotations of a driven element in the respective drive station.
  • both the first position and the second position may also be possible to transform both the first position and the second position into a value ranging from 0 to 1, indicating the fraction of a maximum extension, wherein 0 resembles a neutral, retracted position of the respective high lift surface and 1 resembles its maximum position. These measures may easily be compared.
  • determining the deviation comprises calculating the difference between the measure based on the first position and the measure based on the second position. By subtracting these measures, a numeral value results, which may easily be compared with a threshold in the form of a numeral value, too. In case the absolute value determined in the subtraction exceeds the absolute value of the threshold, the above mentioned signal is to be created.
  • the invention further relates to a high lift system for an aircraft, comprising a central power control unit for providing rotational power by means of a transmission shaft, at least one high lift surface, each coupled with at least two actuator drive stations, which actuator drive stations being coupled with the power control unit, at least one control unit coupled with the central power control unit, and a first position pick-off unit mechanically coupled with one of the at least two actuator drive stations.
  • the control unit is adapted for acquiring in an extended position in flight at least one first position of a first position pick-off unit coupled with the component, which is mechanically coupled with one of the high lift surfaces, and which is coupled with one of the drive stations; acquiring in flight a second position of a second position pick-off unit arranged in or at the central power control unit in the extended position; determining a deviation between a first measure based on the first position and a corresponding second measure based on the second position in the extended position; determining, whether the deviation exceeds a predetermined threshold; and generating a signal indicating an abnormal state of the component in case the deviation exceeds the predetermined threshold.
  • the control unit may be the slat flap control computer, an algorithm stored and executed in the slat flap control computer or a separate control unit.
  • the invention relates to an aircraft having such a high lift system.
  • a power control unit 4 is coupled with a transmission shaft system 6 comprising a left transmission shaft 8 and a right transmission shaft 10. These are coupled with drive stations 12 distributed along the transmission shafts 8 and 10 along a trailing edge section of a wing, which is not depicted in Fig. 1 .
  • Each drive station 12 exemplarily comprises a spindle 14 as well as a nut 16, which is moved along the spindle 14 through the spindle rotation.
  • Each of a plurality of high lift surfaces, which are shown as flap 18, is exemplarily coupled with two drive stations 12 and comprises two station position pick-off units 20. Both drive stations 12 are arranged at a distance to each other, exemplarily at two opposite lateral flap ends.
  • two redundant flap control computers 22, which both may also be referred to as a control unit in the light of the invention, which flap control computers 22 are coupled with the PCU 4 and the station position pick-off units 20.
  • a feedback position pick-off unit 24 is coupled to the flap control computers 22 and allows the determination of an actual rotational position of the transmission shaft system 6, leading to the ability to determine the position of the flaps 18, which depends on the rotational position of the transmission shaft system 6.
  • a flaps lever 26 provides an input into the flap control computers 22, which then drive the power control unit 4 such that the actually determined rotational position of the transmission shaft system 6 equals the commanded angle.
  • the feedback position pick-off unit 24 may comprise an internal gear, which is not depicted in Fig. 1 . The same applies to the station position pick-off units 20. Also, the kinematic chain between PCU 4 and a drive station 12 may comprise a certain gear ratio, which may be considered by the flap control computers 22, when a position acquired by a station position pick-off unit 20 as a first position pick-off unit and the feedback position pick-off unit 24 as a second position pick-off unit are compared.
  • Fig. 2a shows a flap having two intact drive stations 20.
  • the difference between an acquired measure based on a rotational position of a station position pick-off unit 20 and an associated rotational position of the feedback position pick-off unit 24 is marginal, such that a predetermined threshold is clearly not exceeded.
  • the right drive station 12 has a failure, while the left drive station 12 is intact, such that the associated right part of the flap 18 is not extended by the second drive station 12.
  • the first drive station 20 drives the associated left part of the flap 18, a skew arises.
  • the rotational position acquired by at least one of station position pick-off units 20, in particular the position pick-off unit 20 coupled with the disconnected drive station 20 differs from the position it should have assumed due to the rotation of the PCU 4.
  • a deviation may be detected. In case this deviation exceeds the threshold, a signal is generated indicating an abnormal state.
  • Fig. 3 demonstrates that a predetermined threshold may be selected depending on the speed of the aircraft. As the air loads rise with the speed, a larger tolerance should be allowed for a determination of the deviation of both measures.
  • the possible deviation 28 for an intact system may increase with the computed air speed (CAS), e.g. proportionally.
  • CAS computed air speed
  • a threshold 32 may be selected between both curves, which may result in a proportional dependency of the threshold with the air speed.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transmission Devices (AREA)
EP14190338.5A 2014-10-24 2014-10-24 Verfahren zur ermittlung eines zustands einer komponente in einem hochauftriebssystem eines flugzeugs, hochauftriebssystem eines flugzeugs und flugzeug mit solch einem hochauftriebssystem Active EP3012192B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP14190338.5A EP3012192B1 (de) 2014-10-24 2014-10-24 Verfahren zur ermittlung eines zustands einer komponente in einem hochauftriebssystem eines flugzeugs, hochauftriebssystem eines flugzeugs und flugzeug mit solch einem hochauftriebssystem
US14/887,449 US20160114881A1 (en) 2014-10-24 2015-10-20 Method for determining a state of a component in a high lift system of an aircraft, high lift system of an aircraft and aircraft having such a high lift system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14190338.5A EP3012192B1 (de) 2014-10-24 2014-10-24 Verfahren zur ermittlung eines zustands einer komponente in einem hochauftriebssystem eines flugzeugs, hochauftriebssystem eines flugzeugs und flugzeug mit solch einem hochauftriebssystem

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Publication Number Publication Date
EP3012192A1 true EP3012192A1 (de) 2016-04-27
EP3012192B1 EP3012192B1 (de) 2022-06-01

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EP (1) EP3012192B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3835200A1 (de) * 2019-12-12 2021-06-16 Airbus Defence and Space GmbH Überwachungssystem für eine anordnung mit kinematischer kopplung

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3037347B1 (de) * 2014-12-22 2019-02-06 Airbus Operations GmbH Verfahren zur Ermittlung eines Zustands einer Komponente in einem Hochauftriebssystem eines Flugzeugs

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922633A2 (de) * 1997-12-12 1999-06-16 The Boeing Company Anordnung und Verfahren zur Erkennung von Schieflagen von Flugzeuglandeklappen
WO2005047108A1 (de) * 2003-11-12 2005-05-26 Airbus Deutschland Gmbh Verfahren zur lastbegrenzung in antriebssystemen für flugzeughochauftriebssysteme
US20100100355A1 (en) * 2008-10-17 2010-04-22 Marx Alan D In-flight detection of wing flap free wheeling skew
DE102010047512A1 (de) * 2010-10-05 2012-04-05 Airbus Operations Gmbh Hochauftriebssystem für ein Flugzeug mit zwei getrennten Antriebseinheiten
EP2783988A1 (de) * 2013-03-28 2014-10-01 The Boeing Company Überwachung von auftrieberhöhenden Systemen für Flugzeuge

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0922633A2 (de) * 1997-12-12 1999-06-16 The Boeing Company Anordnung und Verfahren zur Erkennung von Schieflagen von Flugzeuglandeklappen
WO2005047108A1 (de) * 2003-11-12 2005-05-26 Airbus Deutschland Gmbh Verfahren zur lastbegrenzung in antriebssystemen für flugzeughochauftriebssysteme
US20100100355A1 (en) * 2008-10-17 2010-04-22 Marx Alan D In-flight detection of wing flap free wheeling skew
DE102010047512A1 (de) * 2010-10-05 2012-04-05 Airbus Operations Gmbh Hochauftriebssystem für ein Flugzeug mit zwei getrennten Antriebseinheiten
EP2783988A1 (de) * 2013-03-28 2014-10-01 The Boeing Company Überwachung von auftrieberhöhenden Systemen für Flugzeuge

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3835200A1 (de) * 2019-12-12 2021-06-16 Airbus Defence and Space GmbH Überwachungssystem für eine anordnung mit kinematischer kopplung
US11708178B2 (en) 2019-12-12 2023-07-25 Airbus Defence and Space GmbH Monitoring system for an assembly having a kinematic coupling

Also Published As

Publication number Publication date
US20160114881A1 (en) 2016-04-28
EP3012192B1 (de) 2022-06-01

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